Internal combustion engine



July 23, 1940.

J. A. H. BARKEIJ INTERNAL COMBUSTION ENGINE Original Filed Oct. 27, 19s:

5 Sheets-Sheet l m T N E V m N 3, 1940. I J. A. H. BARKEIJ 09,0

INTERNAL COMBUSTION ENGINE Origin]. Filed Oct. 27, 1933 5 Sheets-Sheet 2 3 INVENTOR. 2: 5 BY "j j f ffl ATTORNEY.

3, 1940. J. A. H. BARKEIJ 2,209,012

z umnmu. comaus-nou ENGINE mum Filed Oct. 21. 1935 5 Sheets-Sheet s INVENTOR.

ATTORNEY.

July 23, 1940.

J. A. H. BARKEIJ INTERNAL COMBUSTION ENGINE Original. Filed Oct. 27. 1933 5 Sheet-She'et 5 NVENTOR. 77

Patented July 23, 1940 UNITED STATES 2,209,012 INTERNAL COMBUSTION ENGINE Jean A. H. Barkeij, Altadena, Calif.

Application October 2 7, 1933, Serial No. 695,459 Renewed January 23, 1939 19 Claims.

This invention relates to internal combustion engines and more particularly to engines of the' aircraft type, being particularly embodied in engines of the radial cylinder. type, though obviously the principles of the invention may be incorporated in engines other than those of the type specified. An object of this invention is to control the'compression ratio of such engines by utilizing not only an automatic control mecham nism for varying the relative position of the piston in the engine cylinder by means of eccentric sleeves on the crankpin as the piston is positioned in its outermost position of travel to increase or decrease the clearance space of the pistons in w the cylinders by means of centrifugal weights on said eccentric sleeves, or -by weights on pinions geared to said eccentric sleeve on the other side of the axis of the crankshaft. This is accomplished in the present embodiment of the invention by providing a control whereby to relatively shift the connecting rod with respect to the crank by means of a relatively adjustable eccentrig bearing for the inner endof said connecting ro 25 Another object of the present invention is to provide an engine of improved operating performance by providing means whereby to effect an improved balance to the engine by incorporating opposed counterweights to compensate for 30 the disturbance of the running balance of the rotating and reciprocating parts caused by the movement of the eccentricity of said sleeves on said crank-pin bearings.

Still another object of the present invention is w to provide mechanical means to control the ac- 'tion of said automatic means, or hydraulic means or in general fluid pressure means to counteract or to control the automatic means to vary the clearance space of the pistons in the cylinders. A still further object of the present invention resides in the detailed means for accomplishing the aforesaid objects, and in particular, it will be noted that means are provided whereby to accomplish the objects aforesaid independent of 45 the engine speed.

In many instances'the compression ratio of engines is desired to be increased as the engine speed increases, while in some instances, it will be noted that it is more desirable to decrease the 50 compression ratio as the engine speed increases. In the Figs. 1, 2, 8, 9 and 14 I show constructions whereby the centrifugal weights on eccentric sleeves are so placed that the compression ratio is decreased at high speeds (that means the compression space is increased at high speeds) and in or towards the axis of the crankshaft.

Figs. 3, 5, 6, 7, 12 and 13 the reverse arrangements are shown whereby the. compression ratio is increased at high speeds (that means the clearance space is decreased at high speeds).

By such means the center of gravity of the reciprocating parts are seriously displaced and for that reason I associate such sleeves with counterweights opposite the crankpins carrying such sleeves to counterbalance and eliminate said unbalance caused by the rotationof such an ecw centric sleeve, and parts associated therewith.

In certain structures I have geared the eccentric sleeve to such counterweights as shown in Figs. 1, 2 and 14 so that the unbalance caused by the rotation of the eccentric sleeve is rigidly pro- 15 portioned by said mechanical relation. If the compression is increased or decreased at high speeds the counterweights can move accordingly.

In other structures as shown in Fig. 3 I have compensated said unbalance by gearing the eccentric sleeves to each other on crankpins arranged at 180 to each other. Such a compensation is notso perfect as that shown in the Figs. 1,

2 and 14 because the planes of the two reciprocatingand rotating masses are not aligned. Equally here the counterweights may move farther or closer to the axis of the crankshaft.

In Figs. 7, 8, 9, 10, 11 I counterbalance'the said displacement of the reciprocating masses automatically, there being no direct mechanical relation between the rotation of the eccentric sleeve and the movement of said counterweights. These hydraulic means, however, cause again a. rigid relation between the rotation of the sleeve and the counterbalancing.

In Figs. 12 and 13 I show a construction somewhat similar thereto, only with this difference that the auxiliary counterweights are further associated with hydraulic means to control the action of the weights on the eccentric sleeves.

Inall these constructions it is understood that the reciprocating parts are per se counterbalanced by main counterweightsarrangeddiametrically opposite the crankpins carrying such parts. The'auxiliary counterweights, however, being so arranged and moving towards or away from the axis of the crankshaft in a direction opposite to the direction in which the center of gravity of the reciprocating masses move in response to the rotation of the eccentric sleeve, either away from Therefore if the eccentric sleeve is so arranged that the center of gravity approaches the center of the crankshaft at high speeds, lowering the compression ratio and increasing the compres- I sion space, it stands to reason that the auxiliary counterweights should be moved inwardly and when the eccentric sleeve is so arranged that at high speeds the compression ratio is increased and the compression space decreased, it stands to reason that the auxiliary weights should be moved outwardly to compensate for said unbalance.

Therefore only the constructions shown in Figs. 1, 2, 14, 3 and 4 are adaptable to both constructions, while the other arrangements in which the auxiliary counterweights always move automatically outwardly, the centrifugal force on one side of the crankshaft always increasing, are only adaptable to the eccentric sleeve so arranged that the compression increases at high speeds.

It is therefore also understood that the hydraulic arrangement of Fig. 5, combined with the structure of Figs. 12 and 13, may control the flyweights and counterweights entirely, without the further structure of the gearing to control eccentric bearings and the variable compression mechanically. Likewise, the hydraulic arrangement may control the amount of pressure on the right and left side of the plunger 80 entirely, with and without the spring 8|." In the latter case it stands to reason that the flyweights I1 can be made of any size, and they may rotate said eccentric sleeve at practically any speed at which the engine will operate. The omission of the spring 8|, does not alter the automatic character of the mechanism to create a variable compression engine, because the variation thereof still depends on and acts in response to centrifugal force. The addition of the spring 8: to this mechanism and to the hydraulic control arrangement certainly does not make it automatic. The difference is purely a matter of degree. If a spring 8| urges the piston 80 always to the right to check the rotation of the eccentric sleeve to increase the compression ratio, this increase will take place merely at a higher speed. If it is omitted the centrifugal force may establish said increase at all speeds of which the engine is capable. This is of extreme importance because the increase of compression may be useful at low speeds to increase the temperature of the charge, especially in compression-ignition engines, and it is equally useful at high altitudes to keep the maximum compression degree necessary for said temperature in compression-ignition engines, or

necessary for high thermal efficiency of explosive engines at high speed, or for such efficiency of such engines at high altitudes at low speeds.

Therefore my mechanism to increase the compression can bemade virtually independent of speed, that is independent of the speed at which any internal combustion will function properly, that is at a minimum of 200 to 300 R. per minute, because I control either hydraulically, or mechanically, an automatic increase by the operator. Therefore in general I have illustrated and will describe three major methods. The pure hydraulic, the pure mechanical, the pure automatic type. Besides these three, there are severalcross combinations possible, a few of which arereferred to and will be referred to, which type is to be preferred depends upon the type of motor, type of service, and further upon design.

It stands to reason that this compensating action of the auxiliary counterweights is of greater importance in the radial type of engine, because the masses attached to the crankpin or crankpins are considerably greater than in the in-linetype engine. However, even in the latter type,

provided with a great number of crankpins the present invention is of the utmost importance in constructing a practical, variable-compression engine, which will operate satisfactorily at all speeds, and without vibration.

In Fig. '7 I show further mechanical means to control the action of the automatic means to vary the compression. The mechanical means being controlled by the operator-during the operation of the engine. The mechanical means may control the movement of the counterweight likewise, as in Fig. 13.

Fig. 13 I show hydraulic means to control the action of the automatic means to vary the compression and the action of the counterbalancing means during the operation of the engine.

In Fig. 5 I show means to increase the resistance of elastic spring means, associated with the automatic means to vary the compression during the operation of the engine.

The mechanical means of Fig. 5 may be further controlled hydraulically'by the means shown in Figs. 12 and 13.

The arrangements whereby the higher compression is obtained at higher speeds are particularly valuable for aviation engines adapted to fiy at very high altitudes in the substratosphere or stratosphere. To prevent the engine from automatically obtaining a high compression ratio at high speeds when flying in low altitudes, I incorporate a hydraulic or mechanical arrangement to prevent the automatic means from reaching such a position.

Reversely the arrangements whereby the higher compression ratio is obtained at lower speeds (that is decreased at higher speeds) are useful in compression ignition engines. This arrangement is further useful in engines provided with a centrifugal blower of which the charging capacity increases with the speed of rotation of the engine. When the charging pressure is 10 or more inches of mercury at 3000 revs. per minute the cylinders receive a greater amount of gas than when the engine rotates at half that speed or at 300 revs. per minute; and the compression has to be decreased at high speeds and increased at low speeds. But in all arrangements it is useful to control the variation of compression ratio at varying altitudes, and varying temperatures, especially in the compression ignition type of engine.

In either case control of the automatic action to vary the compression ratio is useful, because the same internal combustion engine may perform at high or low altitudes in aviation engines. These results being readily accomplished by means disclosed and described in the present application in which the drawings illustrate preferred embodiments of the invention, and in which:

Fig. 1 is a longitudinal sectional viewthrough a radial engine illustrating a fragmentary portion thereof and showing the crankshaft and the connecting rods therewith, this figure being substantially taken on the line l--l of Fig. 2.

Fig. 2 is a fragmentary detail sectional view taken on the line 22 of Fig. 1 and illustrating the automatic control of the eccentric sleeves on the crankpin by means of centrifugal weights which are actuated in response to engine speed variations. This arrangement is entirely automatic,

Fig. 3 is a fragmentary elevational view of a radial engine with parts being broken away'and other parts of the engine being shown in section to illustrate the action of the eccentric sleeve in cooperation with the centrifugal weights which are actuated in response to engine speed for adlusting the connecting rod mountings.

Fig. 4 is a fragmentary sectional view of the structure illustrated in Fig. 3, said sectional.

44 as shown in Fig. 15 where it operates equally a three way valve controlling the hydraulic means shown in Figs. 12 and 13 to control likewise the action of the automatic means. These hydraulic means are not shown in the crankarnis of the arrangement of Fig. 5, but thoseshown in Figs. 12 and 13 may be equally applied here, so that the automatic action may be controlled by the operator two ways, mechanically andhydraulically.

Fig. 6 is a fragmentary sectional view illustrating a further modified form of construction and showing the automatic means to rotate the eccentric sleeve on the single crankpin of a radial engine.

Fig. '7 is a diagrammatic view of a crankshaft for an in line engine illustrating mechanical means consisting of an electro-motor to control the automatic action of the centrifugal weights on the eccentric sleeves on the various crankpins.

Fig. 8 is a fragmentary detail view of a crank illustrating means for automatically adjusting the location of the balancing weight and taken substantially on the line 8-8 of Fig. 9.

Fig. 9 is a detail sectional view taken substantially on the line 9-9 of Fig. 8, 4

Fig. 10 is a detail sectional view on the line IIl-IB of Fig. 11 and illustrating adjusting counterweights and means for hydraulically controlling and cushioning the adjustable weights,

Fig. 11 is a detail sectional view taken at right angles to Fig. 10 substantially on the line II--II of Fig. 10,

Fig. 12 illustrates a further modified form of construction embodying hydraulic means to control the automatic action of the weights on the eccentric sleeves and taken substantially on the line I2l2 of Fig. 13,.

Fig. 13 is a plan sectional view of the mechanism shown in Fig. 12 and taken substantially on the lineI3--I3 of Fig. 12, and

Fig. 14 on sheet one is a detail sectional view of a modified construction for mounting the con trolling counterweights of Fig. 1.

In the embodiment of theinvention as shown in Figs. 1 and 2, there is provided a crankshaft structure having a shaft I to which is connected a crank arm 2. A shaft 5 is arranged for cooperation therewith and carries a crank arm 4, said crank arms 2 and 4 being connected by a crank pin 3. These shafts I and 5. are preferably supported directly in the crankcase 6 and are preferably constructed with suitable bores for supporting certain other internal shafts, thus the shaft I supports the internal shaft 1 which carries a gear 8 at its inner end that is in turn meshed with the gears 9 and II). The gear 9 is carried by an eccentric sleeve which is mounted on the crankpin 3 while the'gear I0 is connected by a shaft IIIb supported in the crank arm 2. The gears 9 and III are thus supported for rotation and similarly gears It and I4 are respectively rotatably supported by crank pin 3 and crank arm 4, and are arranged to be meshed withgear I2a carried by the shaft I2 which is rotatably supported within the bore of shaft 5.

The weights 9a and Illa are respectively carried by gears 9 and I0 while the weights Ila and I441 are respectively carried by gears II and I4 as shown in Figs. 1 and 2. These weights are substantially the same size and weight and because of the engagement of the aforesaid gears, it will be noted that they are actuated together. The shaft I is surrounded by a coil spring la which is mounted within the enlarged bore of the shaft I, one end of this spring being anchored to the shaft as at 1b, whilethe other end of the coil spring is anchored to the internal shaft 1 as at 1.0, and the spring is so arranged as to angularly urge the shaft 1 in such away as to cause the weights 9a and la to assume a position as shown in Fig. 2 in solid lines. Fig. 1 illustrates these weights 9a and Illa in solid lines ina position as is illustrated in Fig. 2 with the moving parts in a different position. The gear 9 is carried by the bushing or sleeve H which is mounted on the crankpin 3, this sleeve having an exterior surface which is eccentric with the inner bore of the sleeve. While the gear and weight 9 and 9a respectively are carried at one end of this sleeve I5 it will be noted that the present arrangement provides for a construction in which the gear and weight II and Ho respectively are carried 1 on the opposite end of said sleeve, said ears and weights being secured to the sleeve in any suitable manner. The movement of said weights from the position shown in Fig. 2 in full lines, to the position shown in dotted lines is resisted by the coil spring Ia. It is preferable to incorporate another coil spring I3 around the internal shaft I2 located in the enlarged bore of the shaft 5, this coil spring I3 being fixed at one end to the internal shaft I! as at I31; and fixed at its other end to the shaft 5 as at I311.

' The sleeve I5 is adapted to support a single connecting rod or it may be utilized for carrying the hub it of a master rod, said hub being provided with a plurality of knuckle pins Ifia for supporting the articulated rods Ifib.

It will thus be noted that as the engine speed increases the centrifugal force of the weights 9a,, Illa, Ila and He will overcome the resistance of springs Ia and I3a and cause a rotation of the eccentric sleeve I 5, this rotation of the sleeve providing an adjustment of the connecting rod mounting by'varying the relative location of the knuckle pin axes with respect to the axis of the crank pin 3. This adjustment affects relative adjustment of the piston when the same is in its outermost position of travel and by accurately designing the structure, it will be noted that this control effects an increase of the clearance space of the pistons in the cylinders at high engine speeds or in other words effects a decrease of the compression ratio when the engine speed increases.

It is found desirable to supply lubricant to the various bearings and therefore the crankshaft structure is provided with a suitable oil conduit I'I to which is connected various branch conduits I8 and I9 for conducting the oil to the bearingsto be lubricated.

In most instances it is found that it is desirable to employ weights of a smaller mass disposed on either, side of the connecting rod structure.

If desired, the gears associated with the sleeve charge may be further compressed to maintain andcrank arm may be directly in mesh as shown in Fig. 14 and in this construction a coil spring id is employed in conjunction with the gear l 0c while the gear 90 is associated with the sleeve l5 which is mounted on the crank pin 3. The construction shown in Fig. 14 will .accomplish substantially the same result as the construction shown in Figs, 1 and 2. It is, however, understood that the counterweights on'the parts or pinions Illa and Na in Figs. 1 and 2 may be the only ones used, omitting the counterweights 9a and Ila on the sleeve itself. Likewise, in Fig. 14 (Sheet 1) the counterweight on the pinion lllc may be the only one used, in order to save space on the sleeve itself for the connecting rod and pinion'on the sleeve.

Figs. 3 and 4 illustrate a modified form of construction and in this construction it will be noted that I have provided a crank structure constructed of a built-up section embodying shafts 36 and 31 which-are preferably mounted in the crank case, each shaft respectively carrying crank cheeks and 20a. The crank pins 2| and 21a are respectively carried by the cheeks 20 and 20a and each support an eccentric bearing means or sleeve 22 and 22a. The crank pins overlap as shown in Fig. 4 and are connected by a crank arm 23, said crank arm being preferably formed in two sections and clampedto'gether and to the crank arms by means of suitable bolts 24. The crank arms are preferably provided with annular grooves 231). The crank arm supports a shaft 25 lying intermediate the crank pins 2| and Ma and carries a gear 26 at one end and a gear 21 at the other end. The gear 26 is arranged to mesh with the gear 28 carried by the eccentric sleeve or bearing 22 while the gear 21 is arranged to mesh with the gear 29 carried by the eccentric sleeve or bearing 22a. The sleeve 22 carries the weight 30 while the sleeve 22a carries a weight 30a, and it will be obvious that as the engine speed increases these weights 3!! and 30a have a crankshaft they tend to expand the coil spring 3| into friction engagement with the crank arm 23 thereby increasing the resistance to the movement of said weights and adjustment of said eccentric sleeves 22 and 22a and preferably the friction between the coil spring 3| and crank arm 23 is such as to build up sufficient resistance to prevent the weights from actually reaching their extreme outer position and obviously the maximum adjustment may be predetermined by selecting a coil spring of. the required resiliency and strength. i

The present construction is such as to increase the compression in the engine and this is found to be wholly desirable in aircraft engines since-when operated in high altitudes the amount of fuel mixture drawn into the cylinders decreases and the engine loses power on account of the decreased charge, but if the engine is provided with a variable compression device, the weaker the engine power output the same as is had in lower altitudes with a lesser compression. even if supercharging means are used in combination therewith. Obviously, the-present construction may be used in engines of the compression ignition type as Well as with engines of the spark ignition type.

In Fig. 5 I have diagrammatically illustrated the present invention incorporated with an in line engine and showing a plurality of cranks and 36 embodied on a crankshaft 31, each of these cranks supporting eccentric sleeves or beam ings 35a and 3611, said eccentric sleeves carrying weights 35b and 36b constructed in a manner similar to the construction shown in Fig. 1 only 1 with this difference that the clearance space of the pistons in the cylinders decreases if the engine speed increases. The sleeves 35a and36a are respectively provided with gears 35c and 360 which are arranged to mesh with gears 38 carried by a shaft 39 rotatably mounted in the internal bore 40 of the crankshaft. At one end of the crankshaft the shaft 39 is surrounded by a coil spring 4|, one end of the coil spring being secured to shaft 39 as at Ma while the other end of said coil spring is fixed as at M1) to a stub shaft 42 splined or otherwise secured to the end of the crankshaft. This stub shaft 42 may be provided with spiral threads 43 engaging complementary internal spiral threads carried within the crankshaft, and is thus angularly as well as longitudinally adjusted within the crankshaft. The angular adjustment of the stubshaft 42 provides for an adjustment of the tension of said coil spring 4| for controlling the resistance to the movement of the counterweights and this pinion 42 may be axially shifted by a lever 44 in any suitable manner, the same being moved, if so desired, by means of a pull rod-44a. The pull rod 4411 has an abutment 44f acting upon an arm 150 of a three-way valve 15d, which valve controls the hydraulic means to control the automatic action to increase the compression ratio, and will be discussed in connection with Figs. 12 and 13 hereinafter.

In Fig. 6 a further modified construction is shown in which the crankshaft is provided with a shaft portion 5| and the other shaft portion of the crankshaft is identified by the referencecharacter 5la. A crank cheek 52 carries a crank pin 53 which is adapted to be connected with the shaft portion 5| by means of, a crank arm 54, said crank arm being preferably formed of two sections and clamped to the end of the crank pin 53 by means of bolts or other fastening means 55. An eccentric sleeve or bearing structure 56 is mounted on the crank pin 53 and is preferably provided with an enlarged bore 51 forming an annular chamber 58 around the crank pin in which the coil spring 59 is contained. One end of the coil spring is fixed as at 59a with the eccentric sleeve while the other end of said coil spring is fixed as at 59b with the crankshaft structure. A connecting rod may be mounted on this eccentric sleeve and I have preferably illustrated a hub '60 of a master rod structure as being mounted on the sleeve, said hub carrying a a so that the compression ratio increases at high speeds, the adjustment of said eccentric sleeve being resisted by the coil spring 59, this spring being substantially the same as the spring of the mechanism illustrated in Figs. 1 to 4 inclusive.

The weights attached to the eccentric sleeves in Figs. 4 to 8, or by centrifugal force acting on hydraulic means, but controlled by the operator as shown in Figs. 12 and 13.

In Fig. '4 there is shown weights 25b which are mounted on the crank cheeks and 20a, these weights having an extension 250 extending radially inwardly towards the axis of the crankshaft and carrying a head d which engages a spring 25c and tends to compress the spring as the speed of the engine increases due to the centrifugal force which tends to throw the weight 2511 outwardly from the axis of rotation. Thus. as the weights and 3011 are moved to'a different position with respect to the initial position, the increased mass to that side of the crankshaft is counterbalanced by providing a mass at a greater distance from the crankshaft axis which lies diametrically opposite to the position of said weights 30 and 30a when lying in the position as shown in Fig. 4 in solid lines. Obviously as the engine speed increases the weights 30 and 30a will return toward the position shown indotted lines and the weights 25b also will move toward the crankshaft axis and thus, the crankshaft is maintained substantially in perfect balance during all periods of the engine operation.

In Figs. 8 and 9 I have illustrated another form of oounterbalancing in those constructions where a single crank is employed. The crank shaft 62 is provided with a crank pin 62a anda shaft portion 62b. 63 designates the main counterweight and 64 designates the adjustable auxiliary weights, the latter sliding in the former as shown 'in Fig. 9. Three shafts or rods 65 areattached to certain movable or adjustable weights, each rod provided with a spring 68 resting at one end against the main counterweight as at 61 and having its other end resting against a shoulder Bid on saidrods 65. These shafts slide in a cross bar 61b which is provided with corresponding holes for the shafts and attached to the main counterweight by rivets 610. When the engine speed increases the weights 64a carried by the eccentric sleeve 64b will be rotated from the position shown in Fig. 9 to a position diametrically opposite and thus to balance the mass of this counterweight 64a, it is necessary to provide additional mass or move the mass of the main counterweight structure further away from the axis of rotation. The weights 64a are so placed regarding the thickest part of the eccentric sleeve that the compression ratios decrease with increasing engine speeds. That means again the clearance space of the pistons in the cylinders is increased with increasing engine speeds. I prefer to provide an adjustable mass 65 which is moved outwardly from the axis of rotation as the engine speed increases, the outward adjustment of weight 64 being resisted by the springs 86, the said springs having a predetermined strength whereby to maintain the crankshaft in balance during all periods of engine operation.

In Figs. 10 and 11 the movable weights are shown as being cylindrical, the crank 68 having a main counterweight 68a, the shaft portion 69 having an oil conduit 69a which may be a part of the crankshaft lubrication system or a separate conduit. The counterweight 6801 is provided with ahole or bore Tl extending perpendicular to the axisof the crankshaft 69 and crank pin 69b. The cylindrical weight 10 is contained within the hole TI and is provided with a shoulder 10a which may have suitable oil rings 10b carried thereon for engagement with the surface of the hole 'II. A spiral spring 12 engages the shoulder Illa and abuts a plug 13 secured to the counterweight 68a. As in the engine speed increases the weight 10 will move away from the axis of rotation to counterbalance the eccentricity of the weights carried by the eccentric sleeve mounted on the crank pin of the engine crankshaft. Due to. the fact that the chamber provided by the bore or hole "is filled with oil under pressure, any sudden slowing down of the engine will force the weight Ill inwardly and the weight III is prevented from suddenly striking the bottom of the bore H due to this oil cushion.

Figs. l2-and 13 illustrate a further modified construction in which the crank 14 is provided with a shaft portion 15 and a crank pin 16. An eccentric bearing or sleeve IT is mounted on the crank pin and a weight 11' is carried by said eccentric sleeve. In this construction the eccentricity is at a maximum, resulting in the maximum compression when this weight is positioned to the outside or' diametrically opposite to the position shown by dotted lines Tia in Fig. 12 when the engine speed is high. When the weight is in the inside position as 'shown by dotted lines 11 the construction is such as to provide for a minimum compression in the enconduit 15?) in Fig. 13 communicates with the space or chamber 8| in which the spring 8i may be contained for pure mechanical control of the adjustably supported weight. In Fig. 13 the springs 8! are omitted and the oil is under pressure in chamber Bl. The oil under pressure in this chamber together with the spring 8| thus provides the resistance for controlling the adjustment of the auxiliary weight, in this case the plunger weight an. A master rod 8 3 is carried on the crank pin 16 and is provided with a suitable hub for supporting knuckle pins 85, each of which are connected with a connecting rod 86.

The action of the structure shown in Figs. 5 and '7 can be reversed as far as the position of the eccentrics is concerned with respect to the position of the weights and the construction of Figs. 5 and 7 has to be changed accordingly. The

I construction shown in Fig. 7 can be combined with the hydraulic arrangement of Fig. 5, if so desired. i

In Fig. 13 near the lower crank arm 33a. is a gear wheel 59b similar to the gear wheel 99?; in

the weights.

8| simultaneously acts on the weights l1 and the movable weights, but the hydraulic control of Fig. 5 must be maintained. In order to make this possible, the cam 18 is in a position with the eccentric to the left as shown in Figs. 13 and 12 and this cam may be positioned substantially 180 with respect to the weight H which is shown in these figures as positioned to the right. With the above construction there is no chance of the cam 18 being in balance in center top position so that the centrifugal force will not move it from this dead center position. The pinion 691: will move it out of this position by the electromotor or directly by the pilot, but even without this construction the plunger Bil will always free the cam 18 at certain speeds.

It is understood that in the construction of Fig. 7 the cylindrical member 99h may act similarly as in- Fig. 5 with an arm 150 on the threeway valve, and also that the operation of this three-way valve 15d may be accomplished independently of the throttle operation, and the construction of such a valve may be such that the communication between the oil conduit 15b and the conduit 15f connected with the source of hydraulic fluid pressure is gradually opened and closed, and also the connection to the sump pipe 15c may be also gradually opened and closed, either in direct reversed proportion or independently of each other by suitable and well known valve structures. Furthermore, the gradual. opening and closing of these passagesmay bedone by means of a needle valve if so desired.

.It is understood that if the general arrangement of parts as shown in Figs. 5 and '7, which positively control mechanically the action of the weights of the eccentric bearings, is combined with the structures shown in Figs. 1 and 2, that the operator can control directly the position of Combining the structure shown in Fig. '7 with the structure shown in Figs. 1 and 2, it will be notedthat the electromotor positively and directly controls the action of the weights.

In general, there are three (3) major methods of control; the pure hydraulic, the pure mechanical and'the pure automatic. Obviously, one or more' of these controls as herein illustrated and described may be combined in a manner as suggested above, the particular combination desired being dependent upon the type of motor and also the type of service to which said motor is to be placed.

The weighted crank arm 83 may be constructed in sections and as shown'in the present drawings the same is constructed of two halves and secured together by means of bolts 89. The oil under pressure which is introduced into the chamber 8! by preference from another source of oil pressure'than the regular oil-lubrication system of the engine the regular lubricating system and when the plunger weight is returned to its inward position by a decrease in engine speed and by the force of spring 8|, the oil is merely pushed or returned to the oil sump. The three way valve of Fig. 5 is associated with the construction of Figs. 12 and 13. The passage 15b in Fig. 13 is connected with the P ssage Ii b in the three-way valve of Fig. 5. When the plug in the valve is rotated counterclockwise about 90, the oil can escape through conduit 1511 through the plug to the exit 156 and return to the sump. The oil pressure enters the valve through opening Hi and if the plug is in the position shown the oil pressure may pass into conduit 15b towards the chamber H and prevent the piston 89 from reaching its outer position. Therefore the valve 15d actuated by the operator controls hydraulically the movement of the pis-- use both pressure chambers 81 and Blb to control the movement of the piston both ways hydraulically, through passages 15b and 15a as shown in Fig. 13.

With reference to Fig. 7, 98 is the crankshaft which is provided with a crank pin 9| and shaft portions 99. At the left the shaft portion 99 carries internal shaft 99a having a pinion 99b at the right end thereof for engagement with a pinion or gear 990 on the eccentric bearing or sleeve 9911, which is also provided with the weights I99d. A connecting rod 99c is supported by the eccentric sleeve for connection with an engine piston, the. adjustment of the eccentric sleeve controllin the compression ratio in the engine so that at high speeds the clearance space of the pistons in the cylinders is decreased. A shaft 99f is provided with a spiral spline or thread of a relatively steep pitch in order to decrease the rotation of shaft 990. and increase the rotations of motor 99m to effect maximum or minimum compression, and this shaft 99f is engaged with the spiral spline internal bore of the internal shaft 99a. The shaft 99f is, provided with a grooved pulley 99g in which an internal fork of a cylinder, having an external gear 997:.

on which the motor operates is mounted for rotation. The gear99h is engaged by a gear 99k -driven by a motor 99m, the motor being driven the cup, and if the electromotor is made to rotate in opposite direction said cylinder screws itself out of said cup. This switch may be either automatically or manually controlled and when the motor is-energized, it willbe noticed that the shaft 99) is rotated by said motor and cylinder moving forwards and backwards, thus rotating the shaft 99a and gear 98b which in turn drives the gears 990 for rotating the eccentric sleeve 99d. The weights I99d tend to be rotated in such a way as to move the weights outwardly when opening the throttle so that the compression is in--' creased at high speed and therefore the motor 99m should be strong enough to control the automatic tendency of the weights to increase the compression at high speeds. to those skilled in the art to which my invention pertains that various modifications and changes may be made therein without departing from the spirit of my invention, or from the scope of the appended claims.

It is understood that in general the same method of controlling hydraulically the tendency of the centrifugal force to change the positions of parts rotatably fixed on, or in, a'rotating mechanism, may be applied on any other rotating mechanism.

For instance on governors, having members tending to spread under centrifugal force (with and without resilient means, that means mere It will be apparent weight or. weights with springs). These gcvernors control again valves or throttles or timing mechanism for sparks etc.

For instance on the propellers of ships which have a maximum efiiciency at certain speeds,

decreasing the grip of blades on the air so that the pitch has to be greater than when rotating at atmospheric pressure.

For instance on rotating gyroscopes, which tend F to retain certain mechanism, for instance ships at certain angles. The parts on such gyroscopes could easily be rotatably fixed on the mechanism and my hydraulic system could control their position at maximum efliciency. I

In fact the number, of applications bn various mechanisms are infinite and it is, of course, understood that applicant does not limit himself to any definite arrangement as illustrated, but may apply the essence of his method, system or mechanisms on any rotating mechanism, which could use it at an advantage.

What I claim as my invention is:

1. In an internal combustion engine, a pressure lubricating system, mechanism controlled by the application of the lubricating system thereto to regulate the engine compression ratio, and valve means controlled independent of the speed of the engine to control the application of the lubricating system to the mechanism to vary the compression ratio, said mechanism tending normally to increase the compression ratio of said engine with increased engine speeds responsive to increased throttle openings.

2. In a radial internal combustion engine, the combination with a crank shaft, a connecting rod assembly including a master rod, and a pressure lubricating system, of compression ratio regulating mechanism comprising an eccentric bearing sleeve intermediate the crank shaft and the hub of the master rod; weights operatively associated with said sleeve tending to increase the compression ratio of said engine at higher engine speeds, mechanism controlling the bearing sleeve position on the shaft, said lubricating system being associated with said mechanism and means manually controlled regulating the application .of the lubricating system to the mechanism controlling the sleeve.

3. In a radial internal combustion engine, the combination with a crank shaft, a connecting rod assembly including a master rod, and a pressure lubricating system, of compression ratio regulating, mechanism comprising an eccentric bearing sleeve intermediate the crank shaft and the hub of the master rod, mechanism for regulating the position of the sleeve relative to the crank shaft controlled by the pressure lubricating system, and manually controlled means for controlling the application of the lubricating system to said mechanism in such a way that the compression of,said engineis increased if the pressure in said lubricating system is decreased.

4. In a radial internal combustion engine, the

combination with a crank shaft, a connecting rod' assembly including a master rod, and a pressure lubricating system, of compression ratio regulat ing mechanism comprising an eccentric bearing sleeve intermediate the crank shaft and the hub of the master rod, aspaced housing secured to the crank shaft, a plunger in the housings controlling the sleeve, said crank shaft having ducts therein for conducting lubricant from the system to the housing and from the housing, and means manually controlled and independent of the speed of the engine for controlling the ducts to control the position of the piston in the housing said latter means controlling said compression ratio regulating mechanism in such a way that de-.

creased oil pressure therein increases the compression of the engine and decreases the clearance space of the pistons in the cylinders of said engine.

5. In a radial internal combustion engine, the combination with a crank shaft, a connecting rod assembly including a'master rod, and a pressure lubricating system, of compression ratio regulatin mechanism comprising an eccentric hearing sleeve intermediate the crank shaft and the hub of the master rod, said bearing sleeve having a transversely extending arm, a housing fixed to the crank shaft, a plunger in the housing, the bearing sleeve arm, manually controlled means for connecting the lubricating system with the housing said latter means controlling said compression ratio regulating mechanism in such a way that decreased oil pressure therein increases the compression of the engine and decreases the clearance space of the pistons in the cylinders of said engine,

6. In a radial internal combustion engine, the combination with a crank shaft, a connecting rod assemblyincluding a master rod, ends, pressure lubricating system, of compression ratio regulating mechanism comprising an eccentric bearing sleeve intermediate the crank shaft and the hub of the master rod, ahousing in an arm of the crank shaft, 9. plunger in the housing con-Z trolling the sleeve, said crank shaft arm having duct means connecting the lubricating system with the housing and for conducting lubricant from the housing, and manually controlled means to control theflow of lubricant to and from the housings said latter means controlling said compression ratio regulating mechanism in such a way that decreased oil pressure therein increases the compression of the engine and'd'ecreases the clearance space of the pistons inthe cylinders of said engine.

7. In.a radial internal combustionengine, the combination with a crank shaft, a connecting rod assembly lncluding'a master rod, and a pressure lubricating system, of compression ratio regulating mechanism comprising an eccentric bearing sleeve intermediate the crank shaft and the hub of the master rod, a housing in the crank shaft, a

plunger in the 'housing controlling the eccentric sleeve, duct means leading from the lubricating system to the housing and from the housing, a valve manually operated controlling the flow of lubricant to and from the housings, said manually operated means resisting the efiect of centrifugal force upon the said eccentric sleeve said latter means controlling said compression ratio regulating mechanism in such a way that decreased oil pressure therein increases the c0mpression of the engine and decreases the clear-,

ance space of the pistons in the cylinder or said engine.

8. In a radial internal combustion engine, the

combination with a crank shaft, a connecting rod assembly including a master rod, and a pressure lubricating system, of compression ratio regulating mechanism comprising an eccentric bearing sleeve intermediate the crank shaft and the hub of the master rod, weights on said sleeve tending from the lubricating system to. the housing and from the housing, a valve controlling the flow of lubricant to and from the housing, said valve manually operated.

shaft 9. In a radial internal combustion engine, the combination with a crank shaft, a connecting'rod assembly including a master rod, and a pressure lubricating system, of compression ratio regulating mechanism comprising an eccentric bearingv sleeve intermediate the crank shaft and the hub of the master rod, weights on said sleeve tending to increase the compression ratio of said engine when the engine speed increases, a housing fixed to the crank shaft, a plunger in the housing, duct means leading from the lubricating system to the housing and from the housing, a valve regulating thelubricant flow to and from the housing to regulate the mechanism and cause a variable compression ratio; said valvemanually controlled.

10. In an internal combustion engine the combination with a pressure lubricating system, of compression ratio regulating mechanism comprising an eccentric master rod bearing, a shaft connected with the bearing, a plunger in a housing in said shaft, duct means in the shaft communicating with the housing on opposite sides of the said plungenand a valve controlling the duct means to establish communications with the lubricating system with the housing on either side of the plunger and simultaneously allowing discharge from the said system, said valve being manually controlled.

11. An internal combustion engine, a crankshaft, a cylinder, a piston reciprocating therein, mechanism connecting the piston with the crankincluding compression ratio changing mechanism to increase the compression ratio at any speed of which the engine is capable and in response to centrifugal force, and means, subject to the control of the operator, to control said increase of the compression.

. 12. In an internal combustion engine, a crankshaft, a cylinder, a piston reciprocating therein, a crankpin on said crankshaft, an eccentric sleeve on said crankpin, centrifugal weights on said sleeve tending to rotate said eccentric sleeve in such a direction that the compression is increased, and additional means, subject to the control of the operator, to control said increase of the compression ratio.

13. In a radial engine, having its cylinders arranged radially around said crankshaft, a compression ratio changing device comprising an eccentric sleeve intermediate the crankshaft pin and a connecting rod-bearing of a connectingrod-structure, and means consisting of weights actuated in response to centrifugal force and pivotally connected to said crankpin for adjusting the sleeve on the crankpin, and means, subject to the control of the operator, to control the increase of the compression ratio in response to centrifugal force.

14. The combination of claim 11, in which said means consist of hydraulic means associated with said crankshaft.

15. The combination of claim 12, in which said means comprise a lubricating system for said crankshaft and hydraulic means associated with said lubricating system to control said mechanism to increase the compression ratio.

16. The combination of claim 13, in which said means comprise in combination a hydraulic cylinder constructed in said crankshaft, and means to send a hydraulic pressure ,from a source of hydraulic pressure outside'said crankshaft, to said cylinder to actuate a piston therein, to check the'movement of said weights to increase the compression ratio.

17. In a radial type explosion engine, the combination with the crankshaft and multiple connecting rod structure, of a compression ratio changing device comprising an eccentric sleeve intermediate the crankshaft pin and the connecting rod bearing, and means consisting of weights actuated in response to the engine speeds and pivotally connected to said crankshaft at a point on the other side of the axis thereof diametrically opposite said sleeve and attached to the crankshaft for adjusting the sleeve on the crankpin, and means, subjected to the control of the operator, to prevent said adjustment.

- 18. In a radial type explosion engine, the combination with a counterweighted crankshaft and connecting rod structure, of a compression ratio changing device comprising an eccentric sleeve intermediate the crankshaft and the connecting r'fod hub, an eyebolt pivoted to the crankshaft and means consisting of weights actuated in response to the engine speed and carried by said eyebolt to control the position of the sleeve, and means under the control of the operator to check said control of said position of said sleeve.

' 19. In an internal combustion engine, a crankshaft, a cylinder, a piston reciprocable in the cylinder, an inlet manifold system having throttling means which control ,the power output in a standard way, whereby the speed of the engine increases when the throttle is opened and decreases normally when the throttle is closed, mechanism connecting the piston with the crankshaft including compression ratio changing on said compression ratio changing mechanism,

said hydraulic means subject to the control of the operator.

- JEAN A. H. BARKEIJ. 

